MXPA98008862A - Suppressor switch of motor controlled by ra - Google Patents

Abstract

The present invention relates to an engine deactivation system for use with water vehicles operated by the user, the system having: at least one waterproof transmitter, each of the at least one transmitter is a portable device transmitting an identifiable constant signal individually driven by an independent power supply, the signal is water-sensitive and blocked from the receiver when the transmitter enters the water, a waterproof receiver, the receiver receives and recognizes the identifiable signal from individual way from each of the at least one transmitter, the receiver has cutting means, the cutting means are connected to a motor and have an operating mode and a stop mode, the stop mode deactivates the motor; antenna, the antenna transmits the signal between the transmitter and the receiver, manual means of restoration, manual means of resetting the receiver media rte to manually place the cutting means in the operating mode or stop mode, where the receipt of the signal by the receiver keeps the cutting means in an operating mode and the interruption of the constant signal of one of the at least one transmitter immediately activates the stop mode, thus requiring the reactivation of the vehicle by restoring transmission of the signal to place the cutting means in the operating mode by canceling the cutting means with the manual means of resetting

Description

RADIO CONTROLLED MOTOR SUPRESSOR SWITCH BACKGROUND OF THE INVENTION Field of the Invention A radio-controlled motor suppressor switch automatically turns off a motor by deactivating a recognized individual code. Brief description of the prior art Sailing by boat is a popular but dangerous sport. Although there are frequent reports of boat accidents causing deaths, many of them occur when people fall from the boat and drown before they find it in rough waters. Many security devices have addressed this problem. However, none has provided the combination of mobility and security. Although the hazard around the water has been recognized, none of the prior art has addressed the problem of a mobile water safety device that stops the water device in the event that a passenger or driver falls overboard. BRIEF DESCRIPTION OF THE NONDION The engine deactivation system has at least one portable transmitter, with an independent power source, such as a rechargeable battery, which transmits a constantly identifiable constant signal. A receiver receives and recognizes the identifiable signal of each of the transmitters. The reception of the signal by the receiver keeps the circuit breaker in a mode of operation and interruption of the constant signal of one of the transmitters that activates the stop mode. The restoration of signal transmission places the circuit breaker means in an operating mode. An on-off device can be provided on the receiver and on the transmitter to deactivate each unit. The receiver also has a circuit breaker that is connected to the motor and maintains an operating mode and a stop mode, the stop mode deactivates the motor. A distance controller varies the transmission distance between the transmitter and the receiver. An antenna transmits the signal between the transmitter and the receiver. Audible and visual alarms can also be included. An emergency cut-off device must be provided to interrupt the transmission of the signal and put the circuit breaker means in the stop mode, stopping the motor. A protective device prevents the emergency circuit breaker from activating inadvertently. When the receiver signal is blocked, the circuit breaker goes into stop mode, thus cutting off the power to the motor. The signal is blocked when the transmitter enters the water or is beyond the transmission range. A limiter allows the circuit breaker to be in said operating mode without receiving a recognized signal. At least two indicator lights are provided which designate the energy state of the transmitter and said receiver, including the energy level of the independent power source within the transmitter. The indicator lights may be color coded to designate at least one recharge, transmission or low battery state. The transmitter may be stored close to the receiver when it is not used and the signal transmission will begin when the transmitter separates from the receiver. The transmission stops once the transmitter is registered to the receiver. The receiver may have a coding system that takes the identifiable signal individually from each of the transmitters and encodes the receiver to recognize each signal. A data processor can receive data from the receiver and the transmitter, integrating the data into a database and displaying the information. BR EVE DESC RI PC I O N OF THE B UJOS The advantages of the present description will be more apparent when read with the specification and drawings, wherein: Figure 1 is a front view of a controlled motor suppressor switch by radio designed for small ships; Figure 2 is a front view of an alternative embodiment of the radio controlled motor suppressor switch of Figure 1; Figure 3 is a schematic view of a radio-controlled engine suppressor switch for a larger craft using a transmitter bar and a receiver; Figure 4 is a front view of an alternative embodiment of the present invention; Figure 5 is a perspective view of a single user receiver and transmitter; Fig. 6 is a flow chart exemplifying a receiver for use with the motor suppressor switch of Fig. 5; Figure 7 is a flow chart exemplifying a transmitter for use with the motor suppressor switch of Figure 5; Figure 8 is a block diagram exemplifying a transmitter for use with the motor suppressor switch of Figure 5; and Figure 9 is a block diagram exemplifying a receiver for use with the motor suppressor switch of Figure 5. DETAILED DESCRIPTION OF THE INVENTION The radio controlled motor suppressor switch system disclosed in the present invention provides a safety device for use in boats, motorized water skis and other watercraft, as well as a safety device for other motor vehicles. The system maintains motor activation only while receiving signals from all transmitters that have been associated with the individual receiver. All equipment disclosed herein must be weather resistant and capable of withstanding sea water and the corrosion associated with it. Activating the receiver by interrupting the transmitter signal provides a critical measure of security. It is critical to shut off the engine when the part enters the water. A unit that institutes the signal upon entering the water may not obtain the desired effect if the unit is defective. In the disclosed invention, if the unit fails, it fails on the side of the unit by turning off the can. A receiver controlled by the radio frequency of multiple users 14, with multiple transmitters 12, is illustrated in Figure 1. The radio transmitters 12, used by the operator and each passenger, are encoded to interact with the radio receiver 14 installed in the boat or other aquatic motor craft. The RF contact between the transmitter 12 and the receiver 14 must be maintained so that the motor continues to operate. In the event that the RF contact is interrupted, the engine shuts down immediately. Although a wide range of radio frequencies and their respective antenna types may be applicable, a frequency with low tolerance to transmission through water may be advantageous in some applications. To simplify the explanation here, reference will be made to boat engines. However, the present invention can be used to deactivate other motor-driven aquatic devices, such as motorized water skis. The radio controlled motor suppressor switch system 10, allows the operator and occupants the freedom to move around in the craft while providing the safety benefits of a motor suppressor switch. When boarding a motor boat of almost any size, the operator and all or some designated number of passengers, would carry a small radio transmitter 12 on their bodies or clothes. Each transmitter 12 transmits its own unique signal which, once activated, is recognized by the receiver 14 mounted on the ship. Activation of the RF signal may be by removing the transmitter 12 from the receiver 14, an on-off switch, or other means apparent to those skilled in the art. The RF signal can also be sent and received continuously, although the drain on the battery is extensive with this method. The receiver 14 is preferably adjustable in its range and will be set depending on the size of the craft and the intended use. Therefore, if the passengers were to fish, the range would be substantially narrower than if the passengers were skiing in water. When the radio transmission of any of the activated transmitters ceases, a switch in the receiver 14 is reversed immediately, deactivating the ignition system in the boat engine. With approximately 75% of all boat deaths being related to the operator or an occupant being thrown from their craft, the radio-controlled engine suppressor switch 10 constitutes a potentially important safety device to reduce boat deaths. The radio transmitter 12, component of the motor suppressor switch 10, is a weather resistant device that would be attached to the neck, wrist, arm, waist or ankle of the occupant of a motorized boat. Upon activation, the transmitter 12 transmits a constant radio signal that is recognized by the receiver 14. Depending on several factors, said types of antennas used, the transmitter 12 uses a specific individual code that is within a specific frequency.

In addition to the ability to deactivate the motor, the transmitter r 12 preferably contains several safety aspects. A replaceable lithium magnesium dioxide battery or a rechargeable battery such as N iCad, are optimal to allow the transmitter 12 to recharge while not in use. A visible indicator of low battery 16 must also be contained in the transmitter 12 for use with rechargeable and non-rechargeable batteries. It is also preferable that the transmitters 12 are designed so that a low battery produces the same result as a dead battery. This will minimize the chances of a battery dying during use. A manually operated "emergency pushbutton" 1 8 installed in each transmitter 12 allows each occupant using a transmitter 12 to discontinue its individual signal from the transmitter 12, thereby deactivating the motor. This feature is especially useful in the case of a passenger who is not using a transmitter 12 thrown overboard. Then, any passenger who uses a transmitter 12 can deactivate ignition of the boat using the "emergency pushbutton" without having to warn the boat operator to manually turn off the engine. The emergency button 18 may have a cover to prevent inadvertent activation. However, access to the emergency button 18 must be quick and easy. A spring-loaded shroud upward would be an example of a simple-to-use quick access cover. As mentioned, each transmitter 12 has a unique coded signal with its own identification which is, in turn, recognized by the receiver 14. One of the ways in which this can be done is through the use of an integrated circuit. of specific application or a microprocessor controller. A block diagram exemplifying a receiver and a transmitter is disclosed herein in Figures 8 and 9. Other methods of recognizing specific identification codes will be apparent to those skilled in the art. By having a unique encoded signal, each containing its own identification, a large number of transmitters can be operated on a common frequency. The receiver 14 is mounted directly on the can, close to the operator, and wired to the motor, replacing or complementing any suppressor interrupter wiring. The switching device remains closed while the constant signals of all the recognized and activated transducers 1 2 are being received. In the event that the receiver 14 loses the activated signal from one of the transmitters 12, the switch is opened, grounding or discontinuing the power to the ignition system of the motor and suppressing the motor. As mentioned, the radio receiver 14 is preferably equipped with the ability to adjust the reception range between the transmitter and the receiver. This may be through the use of a variable receiver at the sensitivity controlled by a screw, screw or other device known in the art. Alternatively, the control may be accessible and the adjustment may be made by the boat operator by a range control 20. By providing accessible range control 20, the operator is free to change the range depending on the current use. In case the receiver 14 is equipped with an accessible range control 20, a default time-activated range is preferably built in the receiver 14. In this way, if the operator sets the range for water skiing and forgets to re-set the range, the receiver 14 will automatically set the range to the default value after a predetermined period. The ability to adjust the range is necessary to allow a single system to be used with most boats of different sizes. The electronic circuits contained in the receiver provide the ability to search and recognize any code at the specific frequency. At the time of manufacture, the receiver 14 is programmed with a specific frequency. In a recognition method, the transmitters 12 are each manufactured by transmitting an individual code at their specific frequency. Only these individual codes are included in the receiver 14 as corresponding codes. The codes can be inserted into the receiver 14 by any number of methods known in the art. The receiver 14 encoded in this manner has the ability to recognize only a certain number of codes in the frequency and the transmitters 12 must transmit only the codes previously inserted. This is not a preferable method since it limits the number of transmitters that each receiver can recognize and requires careful monitoring of the receiver's output. Preferably, the receiver 14 has the ability to recognize all the codes in the frequency and only the codes that are programmed in the receiver by the transmitters will be active and will be recognized by the particular receiver. The programming can be "by physical equipment" such as switches, "by means of programs or similar" as light, or other known means that can transmit information from one source to the other. There is an advantage to the receiver in recognizing all codes and using program programming, since it allows the user to purchase additional transmitters, without worrying about matching previously inserted codes in the receiver, and adding these transmitters without the expense of an installer. The receiver can have a "program" mode in which to read the information from the transmitter, thus activating the code inserted in the receiver at the time of manufacture. By identifying the codes that are being transmitted, the receiver recognizes the codes as active transmitters. All codes of the activated transmitters are stored and the signal loss of any active code activates the motor suppressor switch. The receiver 14 is preferably energized by a rechargeable battery, such as nickel cadmium, nickel metal hydride or lithium. The recharging can be achieved by voltage conversion of a generator, alternator, magnet, magnets or similar or via photo-electric cells. Since all motor boat engines do not have an external power source, it is important that the battery is the power source that powers the receiver. In the scope of the application of motor boats, several types of antennas can be used with the receiver 14. The type of antenna will depend, in some cases, on the type and size of the boat. It will be necessary that the frequencies are coordinated with the type of antenna used, that is, the closed antennas may require a radio frequency transmission lower than that required by an omnidirectional antenna. As an additional safety feature, a warning / signal strobe 22 is preferably mounted directly on the receiver 14 or, alternatively, on the can body. The stroboscope 22 functions as a visual reminder and / or warning notification that the transmitter 12 of the suppressor switch has been activated. The system is programmable so that in very agitated waters when a sudden interruption of energy could endanger a boat, the system can be set to fire only the visual and audible systems. Additionally, although it would be obvious to the occupants of the boat if the power was interrupted, the stroboscope serves to warn people who are navigating or swimming in the main ship that a problem has arisen. However, more importantly, the stroboscope 22 acts as a beacon to help the occupants thrown overboard locate their ship at night. The stroboscope 22 receives energy through a self-contained battery 24, rechargeable or standard, and is activated automatically by deactivating a signal from the transmitter 1 2. A separate ignition switch can also be provided to manually activate the strobe 22 while the engine is running. The stroboscope 22 can also be connected by wires directly to the battery of the boat or other available energy source. When the transmitted signal of any of the transmitters 12 is interrupted, the stroboscope 22 starts to flash simultaneously with, or as an alternative to the opening of the motor suppressor switch previously described. The stroboscope 22 continues to flash until the encoded signal from the missing transmitter 12 is recognized by the receiver 1 4 or the stroboscope 22 and / or the entire system 1 0 is deactivated. An audible warning 26 may be incorporated for greater safety, serving as a notification for all passengers on board and outboard. The audible warning 26 is activated by deactivating the signal from the transmitter 12. The audible warning 26 can be any timbre that can be heard over a distance and over the sound of the natural elements. By providing a timbre that passes over the sounds of the ocean, the audio provides a second means to help a person thrown outboard locate the ship. It is also preferable that the audible warning 26 be intermittent to provide better location capability. The stroboscope 22 and the audible warning 26, as well as the motor suppressor switch system 10, can be deactivated manually, although it is recommended that the deactivation be somewhat complex. The radio-controlled motor suppressor switch also serves as an anti-theft device. As described herein, the receiver will remain closed while all signals from the transmitters are being received. If the operator or an occupant of an engine boat were to voluntarily leave the ship, thus leaving the previously designated field of the receiver, the switch in the receiver would open and leave the boat engine inoperable. As interrupting the signal from the transmitter would activate the audible and strobe warning, manual deactivation is recommended before using it as an anti-theft device.

When the component of the transmitter 12 is used as an anti-theft device and is subsequently separated from the receiver, the stroboscope 22 and the audible warning 26 must be deactivated manually until the transmitter signal is subsequently received. In the event that a transmitter 12 is lost, stolen or otherwise inoperable, the operator may wish to deactivate the signal warning stroboscope 22 for convenience. In any case, the deactivation is a conscious and manual decision of the operator. The deactivation of the signal warning stroboscope 22 is achieved by inserting a deactivation code in the receiver 14. This code would be a series of numbers, letters, symbols, light signals or the like registered by a keyboard or other recording devices 28. Al successfully inserting the signal warning stroboscope 22 deactivation code, only the signal warning stroboscope 22 would be deactivated. The switch in receiver 14 will remain open due to the loss of a signal from the transmitter and the motor would remain inoperable. An automatic reset for deactivation of the signal warning stroboscope will be carried out when the receiver 14 recognizes the signal from the transmitter 12 at the time the transmitter returns to the range of the receiver. The audible warning 26 can also be provided with the ability to be deactivated in the same manner as the strobe 22 and is preferably deactivated simultaneously with the strobe 22. In the event that the operator wishes to override the entire radio controlled motor suppressor switch system 10 , this would be achieved in the same manner described in the deactivation of the signal warning stroboscope 22, using a more complicated code. This cancellation procedure would close the motor suppressor switch allowing the motor to operate without the suppressor switch. Disabling the motor suppressor switch would be a completely separate operation and should not cause the signal warning strobe to be inoperable. Optionally, for safety reasons, canceling the suppressor switch system would activate the signal warning stroboscope 22. Once the entire system is deactivated, the deactivation of the signal warning stroboscope 22 would constitute a separate action and would be performed using the action described above. . As an additional safety feature, a "confirmation code" may be required if the motor suppressor switch system 10 and the stroboscope 22 are deactivated in a given period of time between them. In the event that a transmitter is lost, stolen or otherwise inoperable, the system must be informed that the transmission will no longer be received. This can be done in several ways, the easiest is to manually turn off the engine and restart, thus restarting the system. This is applicable only to systems where the transmitters are not in physical contact with the receiver and are activated manually. In systems where transmitters are attached to storage ports, the system must be informed and ordered to accept the loss of transmission. This can be done by resetting entry codes through the input device. Alternatively, a "simulated" transmitter can be included with each system that transmits a code unilaterally accepted by all receivers and that allows the temporary reactivation of the motor. While in its simplest form a system is comprised of a simple transmitter for the operator, as disclosed herein, the technology allows a substantial number of transmitters to be used with a single receiver. The storage, activation and deactivation of the transmitters will vary depending on the size of the application, manufacturing cost and preferences of the end user. In the specific case of a moderate ship system with approximately ten transmitters, these can be stored directly in the body of the receiver 14, as illustrated in Figures 1 and 2. The deactivation of the transmitted signal will happen when the transmitter 12 is inserted in a storage port in the receiver 14. The transmitter 12 can be bound to the storage ports in either of the two methods. In the first method, each storage port can be linked to a specific transmitter 12, requiring the transmitter 12 to be placed in its respective storage port to deactivate the signal. This provides the advantage that the names of the users can be placed above the storage port and a transmitter 12 identified with a specific user. The indicator lights 30 can be used to indicate which of the transmitter 12 has activated the suppressor switch system 10. Alternatively, any transmitter 12 can be placed in any storage port, thus deactivating the signal. Although this does not provide the security feature of knowing the identity of the part carried by each transmitter 12, it makes activation and deactivation simpler. The advantages of each system will depend on the final use. The storage ports may contain a magnetic sensitive reed switch 56, or other means known in the art. When any transmitter is removed from the storage port, the signal from the transmitter would be automatically activated and the receiver 14 would recognize it as an active transmitter 12. Figure 2 illustrates an alternative design and incorporates a locating device 58 in the suppressor switch system 50. The paging device 58 is incorporated in the receiver 52, and can be activated automatically by deactivating the signal from the transmitter 54. The paging device 58 uses standard location technology that has preferably been connected to activate when the signal from the transmitter 54 is interrupt Due to the nature of this device, it becomes a locator for the person, or persons, who have interrupted contact with the receiver 52. A simple directional antenna, tuned to the frequency of the transmitter 54 using the lost part, can Easily locate that part. For example, in the event that the operator or a passenger using a transmitter 54, were separated in a violent sea of the ship, the engine suppressor switch would immediately shut off the engine and / or activate the audible and visual warning systems depending of programming. If the engine has been deactivated due to current, wind, fog or other conditions, the separated part may not be able to return to the ship. A search party, using a directional antenna, could locate the transmission signal and consequently the lost part. The use of a single frequency provides an advantage by reducing the search dimension to the frequency used. Additionally, a single consistent frequency facilitates other parties, such as the Coast Guard or Global Positioning Systems, to monitor lost passengers. In the example of a maritime ship, it is entirely possible that a child abandoned in a port could be located with a directional antenna. The size of global positioning systems is shrinking and they are becoming more economically accessible and can easily be incorporated into the disclosed system. When a larger number of transmitters is involved, as illustrated in Figure 3, the transmitters 104 may be stored in a holding bar 102, connected to the receiver 108. The holding bar 102 may be close to the receiver 108 or in a location accessible to a distance from the receiver 108. The receiver 108 may be provided with a viewer 1 10, such as a light emitting diode, which will display the code of any transmitter 104 that has interrupted its signal with the receiver 108. In large halls, such as ships of the navy or cruises, the name of the person using each transmitter may be registered in receiver 108 or linked to the ship's computer, representing a significant safety factor in the event that a child falls or accidentally leaves a port stop. The loss of a transmitter signal would emit a visual and / or audible signal in the control room and allow the appropriate action to be taken. The operator would immediately know through the computer, all the relevant information about the transmitter carrier disconnected and would accelerate the user's location. This type of system would also possibly reduce the operator's responsibility. This can also be useful if it is known in advance that the person will not be in the range and that the transmission will be interrupted, allowing the system 100 to be restarted. Alternatively, the receiver 108 may be provided with the capabilities to cancel the alarm for any transmitter. for a period of time established, reactivating it at the end of the established period. This system can be advantageous with divers in which the transmitter 104 can be annulled for the period of time slightly smaller than the supply of air in the tanks. Figure 4 illustrates an alternative engine suppressor switch system 200, wherein the receiver 202 and the transmitters 204 are not in physical contact during storage. Therefore, the initial activation and subsequent deactivation must be by means other than removal of the transmitter 204 from the receiver 202. The transmitters 204 are collected from the storage location and activated either at the storage location or by taking them to the receiver 202 for activation. Preferably, each transmitter 204 has its own activation light 206 on the receiver 202 to indicate that the transmitter 204 has been activated. The activation of the transmitters 204 can be through numerous methods, such as bar codes or magnetic readers. The emergency cut-off or emergency push-button can also be used to activate the transmitter, although the activation method must be completely different from the operation of the emergency push-button.

For example, the emergency button would be pulled out and rotated to start transmitter activation. In cases where the users are consistent for long periods, such as a naval ship, the transmitters 204 may be related to a particular person at each activation. This can be done by manually registering the activation time or in combination with other identification methods that are currently being used in the particular application. In this embodiment, the indicator lights 206 can be of the light emitting diode type, thus providing a name, or other personal identification, in the activation of the transmitter 204. A single-user unit 300 is illustrated in Figure 5, with the transmitter 308 attached to receiver 302 for storage and / or recharge. In the illustrated embodiment, the faceplate 318 has a larger perimeter than the round insert 304. The use of this configuration allows drilling an easy-to-cut hole in the mounting area, making electrical connections, and securing the unit 300 by use of screws or other means known in the art. Once mounted the front plate 318 covers the cut hole to receive the insert 304, providing a quick and easy installation. However, it should be noted, that the illustrated configuration is an example and other configurations can be used for the faceplate and the insert. As mentioned hereinabove, the transmitter 308 continuously sends the specific code to the receiver 302 until the signal is interrupted, for example because of distance or water. Although the distance between a boat and a user would not be so critical before the signal is interrupted, an immediate reaction is required in a fall overboard situation. For this reason, a water sensor 312 is used to immediately interrupt the signal and initiate the interruption of the motor. As can be seen in the flow chart of Figure 7, once the water sensor 312 detects the water, the transmitter 308 is turned off, and waits in an idle mode until the transmitter 308 is removed from the water. Various methods can be used to reactivate the transmitter 308 once it is removed from the water, including adding a reactivation switch, including reactivation in the circuits, requiring the junction to the receiver 302, or in the simplest form, by means of the mere withdrawal of the water. These and other methods will be apparent to those skilled in the art. The method of attaching the transmitter 308 may be through the use of any of several methods, or combinations thereof, known in the art, such as magnets, pressure clips or a depression in the background. Due to the corrosive nature of seawater, it is preferable that the bonding method be easy to maintain. The transmitter 308 operates with batteries that are placed in the battery receiving area 320. As mentioned, the batteries are preferably rechargeable and recharged directly from the receiver 302 in any manner known in the art. The battery receiving area 320 is protected from the elements by the closure cap 314. The closure cap 314 also gives access to the code fixing panel 322, which contains any of the switches necessary to synchronize the signal with the receiver 302 or make any other manual circuit change based on the electronic devices used. The receiver 302 and the television receiver 308 preferably contain visual or audible means to determine their current state. As an example of the illustrated unit 300, the receiver 302 and the transmitter 308 contain lights 306 and 310, respectively. In the example used in Figures 5-9, the lights 306 and 310 are green when the transmitter 308 is attached to the receiver 302 to indicate that the transmitter 308 is charging. Once the transmitter 308 is removed from the receiver 302, the lights 306 and 310 turn red to verify that the link between the transmitter 308 and the receiver 302 is present. The low battery indicator on the front can also be incorporated into the light of the transmitter 310 using a flashing mode to indicate the need to recharge. The low battery state of the transmitter 308 may also be indicated in the light of the receiver 306 and activated by a weak signal. An audio signal can also be incorporated into the transmitter, similar to those used in radiolocators, to indicate a low battery. The receiver 302 is aror disarby the use of a master switch 316. This also allows the system to be restarted when necessary. The main switch 316 may be provided with positions to arm, reset or disarm the system, thus providing more alternatives for the user than simple on / off modes. Figures 6 and 7 provide examples of control flow diagrams for receiver 302 and transmitter 308 of Figure 5. The block diagrams of the transmitter and receiver examples are illustrated in Figures 8 and 9. As can be seen in Figure 6, once the receiver is activated, it continuously verifies that a code is being received, reviews the code against the known address of the "associated" transmitter. If the address of the received code matches the address of the known code, the receiver proceeds to cycle through the process. However, if the code has not been received, or an incorrect address is received, the system disables the engine. Various checks and balances, examples of which are illustrated in flow chart 600, should be incorporated to avoid false stoppages. The transmitter 308, as presented in the flow chart 610, continues in a reserve mode until it is separated from the receiver. Once the transmitter is separated from the receiver, the transmitter circuits are added to the transmission circuit, continuously checking the presence of water. If no water is detected, the system continues in the circuit. When water is detected, the system turns off the transmitter and enters a sub-circuit that constantly verifies the presence of water. Once the transmitter exits the water, the main circuit is reactivated and the system continues transmitting. The basic elements of the receiver and the television receiver are illustrated in the block diagrams 620 and 640.

The activation of the transmitter at the time of its use can be incorporated with any of the above modalities. In modes where the transmitter is activated by a means other than removal of the receiver, a stop mode must be provided. This can be done by manual registration, repeating the initial activation step, turning off the engine or a combination of both. Additionally, any of the described aspects, such as audible alarm, locator, etc. , can be used with any modality, independently of whether it was described or showed in conjunction with the modality. As mentioned above, there are cases in which automatically turning off the engine can put the ship in danger of capsizing. As an alternative to manually switching from engine stop to visual / audible systems, the motor suppressor switch can be used in conjunction with computerized sensing devices. The sending devices must track the grade pitch and the length of time the ship has been heading. Therefore, in the case that a signal is interrupted, the system checks the sensor device. If the pitch is greater than a preset standard and has continued for a period longer than the preset time period, the system determines not to shut off the motor. By verifying the pitch of the pitch, as well as the grade, the boat produces a wake and other short-term disturbances and will not eliminate engine deactivation. The disclosed system can also be modified to serve as an anti-theft device for boats, water skis and other motor-driven rental vehicles. The vehicles would be equipped with a small receiver television receiver. The transmitter would operate as described above, with the addition of a programmable integrated circuit of time and signal. The transmitters would be programmed to transmit a code to the receiver for a predetermined amount of time, for example one and a half hours in the case of a one-hour rental. After the predetermined time expires, the code would stop transmitting, thus deactivating the engine. A location code would then begin its transmission, allowing the owner of the vehicle to lose its location. For safety reasons, it is recommended that a warning signal be issued from the receiver and / or transmitter indicating that the vehicle must be returned. You can also incorporate a countdown timer in the receiver, indicating the remaining time of rent. As other modifications and changes varied to meet particular operational requirements and environments will be apparent to those skilled in the art, the invention is not considered limited to the example selected for the purposes of disclosure, and covers all changes and modifications that do not depart from the true spirit and scope of this invention.

Claims (9)

1. DIVACTICE RETIREMENT 1. An engine deactivation system having: at least one transmitter, each of at least one transmitter is a portable device that transmits an identifiable constant signal individually activated by an independent power source; a receiver, said receiver receiving and recognizing such identifiable signal from each or both of said transmitters, such receiver has cutting means, said cutting means are connected to a motor and have an operating mode and a stop mode, such mode of stop deactivates said motor; and an antenna, such an antenna transmits said signal between said transmitter and said receiver; wherein the receipt of such a signal by said receiver maintains such cutting means in an operating mode and the interruption of said constant signal from one of said transmitters activates said stop mode, and the restoration of the transmission of such signal places said cutting means in such operating mode.
2. 2. The system of claim 1, further comprising on-off means, such on-off means deactivate said receiver.
3. 3. The system of claim 1, wherein said power source is a rechargeable battery.
4. 4. The system of claim 1, wherein said transmitter is close to said receiver when it is not in use. The system of claim 4, wherein said transmitter begins to transmit said signal to the separation of said transmitter from said receiver and ceases transmission when it is close to said receiver. The system of claim 1, wherein said transmitter additionally comprises an on / off means. The system of claim 1, wherein said signal is blocked from said receiver when said transmitter enters the water, thereby placing said cutting means in said receiver in a stop mode. The system of claim 1, wherein said signal is blocked from said receiver when said transmitter is beyond the transmission range, thus placing said cutting means in said receiver in a stop mode. The system of claim 1, further comprising at least two indicator lights to designate the energy state of said transmitter and said receiver. The system of claim 9, wherein said indicator lights designate the energy level of said independent power source within said transmitter. eleven . The system of claim 9, wherein said indicator lights are encoded to designate at least one of the recharge, transmit, transmit, or low battery states of verification. The system of claim 8, further comprising control means for varying the transmission distance between said transmitter and said receiver. The system of claim 1, wherein said transmitter further comprises water detecting means for stopping the transmission of said signal from said transmitter to said receiver when submerged in the water. The system of claim 1, wherein said receiver has encoding means, for taking said individually identifiable signal from each of said transmitters and encoding said receiver for recognizing said signal. The system of claim 1, further comprising data processing means, for receiving data from such a receiver and said transmitter, integrating such data into a database and displaying integrated data. The system of claim 1, further comprising cancellation means on said receiver to allow said cutting means to be in said operating mode without receiving such a signal. 17. The system of claim 1, further comprising audible alarm means. 18. The system of claim 1, further comprising visual alarm means. The system of claim 1, further comprising emergency cutting means, such an emergency cut interrupting the transmission of such a signal, thereby placing the cutting means in stop mode. The system of claim 1, comprising protection means to prevent such emergency cutting means from being activated inadvertently. twenty-one . The method of deactivating an engine by eliminating a recognized signal using a device having: at least one transmitter, each of the at least one transmitter is a portable device that transmits an individually identifiable constant signal by feeding from a source of independent power, at least one indicator light, such indicator light designates the energy state of such transmitter, water sensor means, such water sensor means stops the transmission of such signal from said transmitter to said receiver when submerged in water; a receiver, said receiver receives and recognizes such an identifiable signal from each or both of said transmitters, such receiver has cutting means, such cutting means are connected to a motor and have an operating mode and a stop mode, such of stop deactivates said motor, on-off means, said on-off means deactivate such receiver, at least one indicator light, such indicator light designates the energy state of said receiver; distance control means, such distance control means vary the maximum transmission distance between such transmitter and said receiver, determining how far such a signal is blocked from the receiver, by placing said cutting means in said receiver in a stop mode; an antenna, said antenna transmits said signal between said transmitter and said receiver; comprising the steps of: a) activating said receiver through such on-off means; b) verify the energy status of such transmitter; c) joining said transmitter to a user; d) verifying that such receiver is receiving such an identifiable signal individually; wherein the receipt of said signal by such a receiver maintains such cutting means in an operating mode and the interruption of such constant signal from one of said transmitters activates such stop mode, and the restoration of the transmission of said signal places such cutting means in said operating mode. 22. The method of deactivating an engine of claim 19 further comprising blocking said signal from said receiver by submerging such a transmitter in the water, thereby placing said means in said receiver in a stop mode. 23. A signal transmission device having: at least one transmitter, each said at least one transmitter is a portable device that transmits an identifiable constant signal individually operated by a separate power source, ignition means / off, such on / off means controlling such independent source, water sensor means, such water sensor means stop transmission of said signal, from such transmitter to said receiver when submerged in the water; a receiver, such receiver receives and recognizes such identifiable signal from each of said transmitter and has: cutting means, such cutting means are connected to a motor and has an operating mode and a stop mode, such stop mode said engine deactivates, on-off means, such on-off means deactivate such receiver. encoding means, said encoding means take such an individually identifiable signal from each of said trans- mitters and encode said receiver to recognize said signal; cancellation means, such cancellation means allow such cutting means to be in said mode of operation without receiving such a signal; at least one indicator light, said indicator light designates the energy status of said receiver, said indicator lights, said indicator lights being color-coded to designate at least one of the states of verification of recharge, transmission, transmission or low battery; distance control means, such distance control means vary the transmission distance between such transmitter and said receiver; audible alarm means; visual warning means; an antenna, such an antenna transmits said signal between said transmitter and said receiver; said receiver is close to said receiver when it is not in use, and initiates the transmission of said signal by separating said transmitter from said receiver and ceases transmission when it is close to said receiver wherein the receipt of said signal by said receiver such cutting means is maintained in an operating mode and the interruption of such a constant signal from one of said transmitters activates such a stop mode, and the restoration of the transmission of said signal places said cutting means in such operating mode, such signal is blocked from the said receiver when the transmitter enters the water or when said transmitter is more within the range of the transmission. RESU MEN An engine suppressor system (10) has a transmitter (12) and a receiver (14) that are linked through specific codes transmitted within a frequency. The receiver (14) is mounted directly on the can and wired to a motor suppressor switch (10) which holds the switch in the closed position as long as a signal is received from all the activated transmitters (12). Once the transmitter signal is unintentionally deactivated, the receiver (14) turns off the motor. A scaling adjustment (20) allows the separation distance between the transmitter (12) and the receiver (14) to be changed, depending on the size of the can and the end use. A strobe and audio alert (22) can also be attached to the receiver (14) and activated simultaneously with the deactivation of the motor. The transmitter (12) has a unique programmed code recognized by the receiver (14). The system (10) can also be used as an anti-theft device simply by removing a transmitter (12), thereby rendering the motor inoperable.